Automatic train-stopping device.



J. MARCROFT'.

Aummmc mm STOPPING DEVICE. APPLICATION FILED MAY 8. i914. v 1 ,1 92,()87 Iiatented July 25, 1916. k

Wmmsszs t] Y r, l v bK t I .v

W t he {TED sfrAs PAtrEN'r OFFICE.

JESSE mmtcnof'r, F CRANSTON; nnonn isnan'n.

An'rotm'nc 'rnam-s'rorrme nnvrcs.

Applicatieii filed may 3, 1911. Serial No. 837,141.

tpendingrapplication for patent, Serial No;

6;3,G38,wfiled May 5, 19.13:, the object being .tmin'creasent-he efficiency and extend the {range ofndziptability of' the device. i particular object'of the inventionv is '20 tn pr ovide an automaticallymperated mechiisni f f'or shutting ofi'the locomotive power air grpplying -the bralges whenever a danger signaivisiset against thetrai'nl v their ob ect of y iinprovement is to A i to regulate the speed of the 0} require a. reduction tlier'ein i under 'er conditions jijand to prevent excessive v The" ndenfnorm'al eonditgigns manner'and -Ineans fbr carrying out 'brovement; are f 'ul'ly described .in. the ingispec-ification, illustratedby the ac- I mp dratvingQQn which like refcharacters designate like parts; 7

Th single shee'tof drawing shows a. porthe main "operating inechanismof a Z ype of ste a' m 'lo'comqtive and illustes'iny 'ini'enticn as applied thereto. WVlijleI have preferred to herein illustrate and describe my device in conneetien with t'e ainflocomotiv-e'and arranged to be opted by steampressure, itis to be under;

)uld be employed 'without v materially ing the arrangement of the mechai-4 HiSlIiQ-1 For; this reason my inventionds (iixally well adapted ,for'electricali locomo- :Referr-ing to the drawing,- '13 designates se -the main feed'or supply-pipe of a. locomo- "i e. whic'h connects the stcam-dome, not .here shown, with the driving cylinders Steam is admitted to the pipe Prthrough two posite ports 1 b which are adapted to be esed by. a denble throttle-valve C: of the [puppet ty' ie "The valve is operated by a stem 5 conneci/ed to bell-crank-lever of which Speeificzitlon of Letters Y atent.

..here shown.

': toodthat other kinds bffiu-id pressure such v Lives or .forother types of selfprnpelled enr -tented Jui 'zl's, 1916.

i is controlled by irod c '1he' rod 0 ruris t0 the cab of theengine and is connected with the usualengineers throttle-lever, not

Between the throttle-valve C and: the cyl- I inders is an auxiliary :valve E adapted'to close the. pipe B to preiient steam reaching the cylinders when the i'alve- C .is open. The valve E serves as a means forstopping the engine under danger conditions and is adapted to be operated automatically trcm the controlling-mechanism. of the device as.

later explained. The valveE maybe of an Y usual-construction and as here illustrated 18 of the buttertiy'type having'a pivoted blade e arranged tin-swing "across the. cpeni'ng'i'n' the pipe B." A weightedarm e secured to the end ofthe pivot e 'of the blade 2 acts, to

normally close the valve through (the -efl'e'ct of gra\'ity,.and asecond arm t is employed to control its position positively -froin"th slot arrangement shown ate s a. horizontal rod "F: adapted to slide in the fixeda bearings The opposite end of the rod F" is. 03m- 1 nv ted .to the 'leverl g'lrof-ii-reliefivalv'efa Gv which forms part ;o f the air brakesystem pf the train. Suitable means are provided. for regulating the range foff moveinent' ofr the:

valve-lever gunderfaction Qfthe rodEbut these are not hereinshown and descnbed as- '1 they are not essential tdtheniain operating elements of the invention: lSullice it tQfstate that movement of the rod F in the directibn-i indicated by thearrovv v in the. drawing, which acts to .closethe auxiliary-valve and sh'u't oif steanrfrointhe c lind'ers, also operates to open the'. air-valv,e, to effect. the

application of the brakesofithe train in the usual manner. A. I v r V 1 Engaging the rod through a"pin'-andslot connection shown ath is a belhcranlt! lever H. which is pivoted on a stud. h sc cured in a suitable bracket-or support not here shown. The other vilrmillf of thejlever H carries a'connecting -rod I which is pivotally connected',to thQ'BIld of the rod j'o f' a pistonJ The piston is adapted slide in a cylinder K and is actuated by pressure admitted through suitable valve-ports at one side of the cylinder. A's here. shown the piston J isopera'ted by steam pressure" admitted to the cylinder K through the valve-chamber or steam-chest L which lat- .ter is connected t the main supply-pipe B of the engine by a relatively small feed pipe I. The pipe 1 is tapped into the end Steam supplied through the pipe I enters slides therein.

' tion of gravity.

the steam-chest L through a double port Z, P. Tw'o exhaust ports 1 and Z at the upper and lower ends of the steam-chest are provided with pipesfll, l communicating with the atmosphere. The valve M is formed with a plurality of seats m, m, m and m adapted to open and close the various ports of the steam-chest L as it by an electric ma et M energized from a normally-closed circuit as later described. Preferably, the magnet M is of the solenoid type and the valve-stem m acts as a sliding armature therefor. The upper portion of the valve-stem m is reduced in diameter and slides in a bearing formed by the end plate 111. of the magnet M. At its end it carries a beveled detent or lock-piece m adapted to coactwith a pawl or latch 71. pivoted on a collar N which is fixedly secured to the rod F. The latchn is adapted to slide across the top of the lock-piece m when the rod F is moved in the direction op posite-to that indicated by, the arrow :11, and drops down behind the detent m through the action of gravity. A pin n on the collar. N then holds the latch in from further rearward movement so that when it engages the edge of the detent m the rod F is restrained from movement in the direction indicated by the arrow w, and hence the auxiliary steam valve E will normally be maintained in open position. When the magnet M is denergized the valve-stem m is released and moves downward through the ac- Under this condition the detent m 'will' be released from the pawl n and the weighted arm 6 will act to close the valve E.

To accelerate the closing of the valve E and render its action positive, the piston J acts through the bell-crank-lever H to slide the rod F to the left when steam is admitted to the upper end of the cylinder K. Normally, with the valve L held in its raised position by the magnet M the port 70 which admits steam to the upper end of the cylinder'K will be closed by the valve-seat m. On the other hand, the port It communieating with the lower end of the cylinder K will be open so that pressure will be exerted on the bottom of the piston J tend- The valve M is controlled to open the exhaust port I while the port l v will be closed by the seat m The circuit for normally maintaining the magnet energized and the means for interrupting the .same to deenergize the magnet to cause it to release the armature 111* will next be described.

The current for the magnet Mnlay be supplied from any suitable source of electrical energy such as a generator or storage battery. As here shown one lead of the solenoid M is connected to one poleof a battery 0 by a wire 0. From the otherpole of the battery 0 a wire 0' leads to the terminal p of a normally-closed switch P. A

. wirep leading from the other terminal 17 of the switch P is grounded at p in the metal framework of the engine. The wire' 0 also leads to theterminal 'r of asecond switch R and connected with the opposite terminatv" thereof is a wire 1' which con nects Wlth a wire 1' leading from the magnet M. With the switch R closed, as illustrated in the drawing, a compl'te circuit is established between the battery 0 and magnet M through the wires 0, 0',

switch R and wires 1", 1: so that the magnet remains normally energized. The wire 1' which leads from the magnet M in the,

the switch R andforms a part of a branch i or shunt circuit which includes'the contactmechanism adapted to coiiperate with the signal system. The arrangement of this part of the apparatus is as follows:

Mounted on the locomotive in-any conwhich carries the contact-device S. This latter consists preferably of a pivoted arm s at the end of which is a metal shoe 8'. Ad acent the arm 8 is a switch T adapted to be operated therefrom. The switch T is preferably of the knife type having a pivoted blade t adapted to makecontact with the terminal t. The opposite end of the blade t is connected by a link t with the end of the arm 8 to be moved thereby.

drawing, the blade t will be carried away venientlocation is an arm or bracket S I from the terminal t to open the switch.

The arm 8 is operated through contact of its shoe 8 with a rail U which runs along above described circuit, is continued beyond side thcJ-main tracks U, U:: Preferably, the contact-rail U is of the. inverted type formed with n. conchve lower surface adapted to fit over the upper, rounded face of the shoe 8'. Thisl-form of rail is designed par ticularly toslied moisture and to prevent it from freezing on-the contact surface. As a further precaution I have illustrated the rail U as-also provided with protecting ried down along the bracket S with its end grounded at r in the metal shoe 8". Anotherwire 7*, also groundedin the shoe 8, leads to the switch-blade t, and from the switch-terminal t a wire r is ounded at. r in some metal par't of the engine. It will therefore be that with the switch'blade t closed, the circuitzconnecting the magnet M and battery-0 will be completed through the wire 1', shoe's,ywire 1*, switch T, wire 11, grounds 1-", p", switch P and wire 0'; this circuit. being auxiliary to the main circuit first described. A'still further continuation or-branch of the .circuitcom rises connections through the contact=rai U and service-rail U and is'opened or closed through the operation of the signal-system as next described.

It is to'be understood that the contactrail U is located adjacent the signal-stand which controls any oneblock in the line. That is to say, it can be used'in conjunction with either the distant signal or home signal, or with both. Referring again to the drawing, I have here shown a portion of a usdhl form of signal-'mast V on which is pivoted the common type".( f semaphorearm V. The arm V is controlled by a vertical rod 1 and ashere illustrated is set in. a horizontal position indicating danger. Mounted on the signal-stand or mast .V is a switch box '0 inclosing a knife type of switch V comprising the blade 12 and terminals 17 v. The end of the switch blade '0 is connected to the'rod 'u to be operatedtherefrom and with the signal set at danger,v as here shown, the'switch will be open. When the armV drops to clear position it .will act through the rod 11 to close the switch. One terminal '0 of the switch V is connected by a wire 0 to the contact-rail U, while the other terminal 11 is (mnnected. by a Wire '0 to the service-rail U. wire '0 being grounded in the rail'U' will also ground through the wheels u to the other metal arts of the engine. With the switch To the first-described shunt circuit open the current will still flow through a circuit comprising the wire 1, contact-shoe s, railU, wire oflswitch V wire 7*, rail U, thence through. the wheels u and metal of the engine, ground 1 and wire 0, and thereby connecting the magnet M with the battery 0.

The switches P and R in the main circuit first described are provided for the purpose of interrupting the circuit to operate the stopping-mechanism under different speed conditions. That is to say, these two switches are actuated from an automatic governor-device applied to any going part of the engine or train. K'lsimple andconvenient mechanism for this purpose is here illustrated as consisting of a usual type of ball governor Y attached to the locomo tive axle u. Secured to the axle u is a collar g on which are pivoted two arms 3 y carrying ball-weights 3 y at their ends. A collar 3 slidably mounted on the axle u is connected to the arms y by the links 3 y. A collar 3 fast on the axle u serves as a bearing for the end of a spring y which presses against the collar 3 and tends to normally prevent the outward movement of the governor-arms y, y. Pivoted on the. truck or "frame of the-locomotive is an arm or lever Z,the end 'of which straddles the collar y and engages trunnions y carried by a sleeve g mounted to turn on the collar The lever Z is connected to a sliding rod z which acts to operate the switches P and R. Preferably, these-latter are of the knife type having blades pfand 1' formed with right-angled arms p and r reaching down adjacent the rod 2. Suitable springs z, 2 connect the arms p and r to a pin or other fastening device 2 and tend to normally maintain the switch P closedand the mined speed the governor Y will operate to move the lever Z to slide the rod 2 and carry the collar 2 away from the arm 1" to allow the switch R to be opened under the action of its spring. The switch R is provided for limiting the speed of the train under dangerconditions and the collar 2? is adjusted to allow its automatic openingunder a minimum speed of about ten'miles an hour or less. The purpose of the switch P is to limit the maximum rate of speed of the train under all conditions. By setting the collar 2" so that it will knock off the switch when-the train attains aspeed of say sixty device is as follows:

jmain in'itS raise 5 to be understohd that I have here illustrated my new device' in itsfsimplest form with the electrical connectionsishown more or less diagrammatically in the drawing. In practice certain mcdificajti ims and refinements 1o would'be made the meehanism, but since these are not necessarj j-to an understanding a of the invention- 1. havenot gone into the matter in detaiL The method of ope'ratidn the complete With the locomotive or engine at rest both Switches P and R will be closed and the [current fromsithew battery Ofwill'flow through the circuit comprising the wiring o, rand 1' to energize the magnet or solenoid M". The latter will therefore normally maintain the armature m in its raised position with the detent m set against the latch n to prevent the rod F from sliding to the left. In this manner the valve E is maintained in its open posiftion against the action of its weighted arm 6' and the air-brake valve G is also held closed by the lever g. When the throttlevalve C is opened to admit steam to the driving cylinders. through the supply-pipe B, the engine -will start to operate and pressure will also be admitted to the steamchest L through the small pipe 1. Steam entering the steam-chest L through the double ports 1, P will exertgequal pressure on both sidesQof the valve-seat m without influencing the balanced valve M to be moved against the attraction of the solenoid M for the armature m", and hence the port 0 7c will remain normally open. This allows steamto enter the cylinder at the lower end thereof and therefore pressure will be applied to the under side of the piston J tending to maintain it in its raised position, i as shown in the drawing. Now, as the enginestarts to move and gains speed the arms of he governor-device Y will separate, under influenceof centrifugal force, and the collar y will be sl d to the left to swing the lever z iii-ale same direction.

This acts to slide the rod 2 t0 carry the collar 2 away from the switch-arm r and hence the switch It will be opened to break the circuit at this point. As before mentioned, the collar ,2". is adjusted to release the switch-arm 1" when the train reaches a predetermined speed at "which it is considered safe to run'under danger conditions. The opening of the switch R does not of itself cause the interruption of the electrical circuit,"however, it being necessary that the circuit through the contact-dev ce S be also broken. Normally, with the tra n running on an open track the contact-arm a win reslide I d position with the switch gra ity. As the valve M pioves down in 130 Now, as the train enters a block, if the signal is set to indicate a clear track, with the semaphore-arm V lowered, the switch V on the signal-mast V will be closed. Under these conditions, when the contact-shows comes into engagement with the inclined end of the contact-rail U and is depressed thereby, then the switch T will be opened, but the circuit will still be closed through.

V theswitch V That is to Say, the opening of the switch. T does not act to interrupt the circuit unless the switch V is open. With the switch V? closed the current will flow from the wire 1" through the shunt circuit comprising the wire v terminal 1:", switchblade a", terminal '0, and wire v to the service-rail U. The contact of the truckwheels 1: with the rail U grounds the cirger, or in some cases to call for caution in.

proceeding, the semaphorearm V will be raised as shown in the drawing and the switch V will be opened to interrupt the circuit at this point. Now, if the engineer fails to observe the signal and enters the block without slowing down enou "to' automatically close the switch R, the vice will operate to stop the train in' the following manner: As the train enters the block the contact-shoe rides along the rail U and is depressed to open the switch T as before described. The circuit is therefore inter rupted at this point and since the switch V hasbeen opened by the operation of the semaphore V the current cannot flow through the shunt circuit comprising the wires vgand '0 which connect the rail U with the rail U. It will therefore be seen that the circuit com necting the battery 0 with themagnet M? a the steam-chest L the entrance port Z will be closed, thereby causing pressure on the upper side of the valveseat m? to accelerate the movement of the valve. At the same time the inlet port 1c"- will be opened to admlt steam to the upper end of the cylinder K while the upper outlet ports k andl will be closed by the valve-seat m. Meanwhile, the outlet port I at the bottom of the steamchest L will be opened to exhaust the pressure from the cylinder through the lower port It". It will be understood that the first slight movement of the valve M under the action of gravity frees the detent m from the latch n to release the rod F. As soon as the rod F is free to slide, the weighted arm 6' on the valve IE will act to close the latter to shut off the steam from the driving cylinders and the lever g on the air'valve G will also be turned to exhaust the air-pressure and effect the application of the brakes. To make the device more positive, however, it is adapted to effect the movement of the rod F from steam-pressure in the cylinder K. That is to say, as soon as the armature m is released by the magnet M, the valve M opens the port 10 and steam enters therethrough to the upper end of the cylinder K through the duct In. This causes pressure on the upper side of the piston J to force the latter downwardly and through its rod j and connection I the bell-crank-lever H is rocked to slide the rod F in the direction indicated by the arrow w. in this the valve E is actuated positively to shut off the power from the engine and the brakes are simultaneously applied to effect a relatively quick stop.

. After the train has been brought to a full stop the governor-device Y will cease to .hold the switch R open and hence the current will again return to the magnet M. As soon as the magnet M becomes energized again it will raise the valve M and steam will be once more admitted to the bottom of the cylinder K through the port In. This pressure acts to raise the piston J to slide the rod F to the right and the valve E will again be opened and the air'valve G closed. As the rod F is carried to its retracted position, the latch n rides over the detent m and again locks the parts of the device in operative relation, as before described. Now, if the engineer wishes to proceed with caution, that is, at a slow rate of speed, to determine what the danger condition may be, he can do so as follows: By opening his throttle to a limited extent steam is admitted to the cylinders to drive the engine up to a speed within the predetermined limit. In other words, the engineer may proceed at a slow rate of speed withoutcausing the governor-device Y to open the switch so that the magnet M will remain energized to prevent the operation of the stopping-do vice even though the signalswitch V remains open. Should he attempt to run faster than this legal" or prescribed speed, however, while the signal V is still set against the train, then the switch R will be opened and the automatic stopping-device will act to stop the train-again as previously explained,

The purpose of the switch P, as before indicated, is to prevent the engineer from running his train at excessive speed. T he collar 2 on the rod 2 of the governor-device is adjusted to knock oil the switch-blade 1') whenever the train exceeds the legal or prescribed maximum rate of speed at which the engineer is allowed to run. Whenever this occurs, the main electrical circuit is inter rupted at the switch P and this will cause the magnet M to be decnergized to oper ate the stoppingdevice as previously ex plained.

It will be seen that my new device provides a very simple yet positive means for stopping the train under any and all conditions of danger. One particular advair tage of the apparatus lies in the fact that it is entirely beyond the control of the engineer so that its automatic action cannot be hindered or prevented in any possible manner. At the same time its method of operation is such that it does not hold the locomotive dead when a signal is set against the train, but allows the engineer to proceed cautiously to determine the danger. In addition it also acts to prevent excessive speed of the train and therefore serves to avoid accidents from this cause.

In the apparatus of my previous application, before referred to, the automatic stopping-mechanisin controlled by a nor mally open electric circuit, and it will be obvious that the present device might be arranged to be operated in the same way. It has been determined, however,'that a normally closed circuit is preferable for the following reasons: In the first place, should any of the electrical mechanism become deranged or disconnected notice of the trouble would immediately be given by the stopping of the trains. For this reason the device cannot get out of order and be rendered inoperative without knowledge on the part of the engineer, so that it can be said that it acts as its own sentinel. Fur- 'thermore, the parts are arranged to act through gravity even if the steam pressure were to fail and therefore it cannot become inoperative from this cause. For instance, it the engineer should willfully attempt to run past a danger signal by shutting ofi his power and allowing his train to coast this would not prevent the controllingmechanism from acting through grav ity and hence the brakes would be a plied and the train brought to a stop. it IS believed that every possible contingency of; this sort is provided for by .my new improvements and therefore the apparatus can be said to be absolutely positive inaction and thoroughly reliable under} aILconditions. It can be applied to practically any type. of steam locomotive now in use and can also be adaptted' for electrical called to attention that my new stoppingdevice might be operated independently of the signal system. That is to say, the electrical circuit could be controlled by switches located at the signal-towers or despatqhing stations or used in connection with crossovers or trackswitches.

Various other modifications might be made in the form and arrangement of the new device without departing from the spirit or scope of the invention; therefore,

without limiting myself to the exact construction shown, what I claim is 1. In an automatic train-stopping device, the'comb'ination with a locomotive having manually-operated power-controlling means, of auxiliary means for shutting off the powerindependently of said manually-operated means, gravity-controlled devices for operatin said shut-off means, a fluid-pressure device for operating the shut-oil means positively, a detnt-means to prevent the operation of said shut-off means by either of 'said operating-means, a governor-device operated from a going part of the locomotive, and means actuated by said governordevice to release the detent-means and cause action of the auxiliary shut-oif means when the speed of the locomotive exceeds a predetermined limit a predetermined speedof the engine to release the detent-means.

3. In a safety-stop device, the combination with a locomotive having manuallyoperatedpower-controlling means, of aux1l iary means for shutting off the power 1ndependently of said manually-operated means, gravity-controlled devices for actu-' ating said shut-oil means, power-operated devices for actuating said shut-oil means positively,'.a detent-means for reventlng the action of both of said actuatmg-devices for the shut-off means, electrlcally-operated locomotives by arranging itto be operated by air pressure. It is also devices for releasing the detentmeans, a switch for controlling the electricallyoperated devices, and a governor-device.for operating the switch when the locomotive exceeds a predetermined speed limit.

4. In a device of the class specified, the combination with a locomotive having manually -o erated power-controlling means, of auxili ry means for shutting oil the power independently of said manually-operatedmeans, ravity-controlled devices for actuating said shut-01f means, a separate oweroperated device for actuating the s ut-ofl' means, a detent-means for mamtainingboth of said actuating-means normally inoperative, an electro-magnet for releasing said detent-means, an electric circuit connecting said magnet with a source of current, a switch in'said circuit, and means. controlled by the speed of the locomotive to operate the switch when a predetermined limit is exceeded.-

'5. Ina device of the class specified, the combination with a. locomotive having ma'nually-operated power-controlling means, of auxiliary means for shutting off the power independently of said manually-operated means, gravity-controlled devices for actuating said shut-oil means, an additional power-operated device for actuating the shut-ofi' means, a detentmeans for preventing the operation of both of said actuatingmeans, an electro-magnet, and means operated from said magnet to release the detentmeans and cause the operation of the shutoff actuating-means.

6. In a device of the class specified, the combination with a locomotive having manually-operated power-controlling means, of auxiliary means for shutting off the power independently of said manually-operated means, gravity-controlled devices for operating saidshut-oif means, a fluidressure device for operating said shut-o means positively, a detent-means for normally preventing the operation of the shut-ofi' means, and electrically-controlled devices to release the detent and cause action of the shut-odoperating means.

7. In a device of the class specified, the combination with a locomotive having manually-operated power-controlling means, of auxiliary means for shutting ofl the power independently of said manually-operated means, gravity-controlled devices for operating said auxiliaiiy shut-off means, detentmeans for normal y preventing the operation. of said auxiliary shut-ofi' means, a fluid pressure cylinder, -a piston slidable in said cylinder to operate the auxiliary shut-ofi' means positively, a valve for controlling the pressure on the piston, an electro-ma net, and an armature actuated thereby to re ease the detent-means and operate the valve.

8. In a device of the class described, the

combination with a locomotive, of auxiliary means for shutting off the power thereof, gravity-controlled devices for actuating said shut-off means, detcnt-means for normally maintainin said gravity leviccs inoperative, a fluid-pressm'e cylinder, a piston in said cylinder, means connecting said piston to operate the shut-off means, a valve-clump her for controlling the pressure on the pix"- ton, a valve slidable in said chamber, an electro-magnet, and an armature operated therefrom to release the detent-means and slide the valve to admit pressure to the cylinder to operate the piston.

9. In a device of the class specified, the combination with a locomotive, of means for shutting ofl' the power thereof, a fluid-pres sure cylinder, a piston slidable therein, means connecting said piston to operate the shut-oil means during its downward movement in the cylinder, a \"al\ 'echambcr having ports communicatin with the upper and lower ends of the cyindcr, a valve for opening and closing said ports, a normally energized electro-magnet, and an armature connected to the valve and adapted to maintain it in position to admit pressure to the lower end of the cylinder when the magnet is energized and to be operated by gravity when the magnet is deenergized to slide the valve to admit pressur. to the upper end of the cylinder.

10. In a device of the class specified, the combination with a locomotive, of gravityoperated means for shutting oil the power thereof, a fluid-pressure device for operating said shut-off means positively, a valve for controlling the pressure in said device, an elcctro-magnet, and an armature adapted to be attracted by the magnet to maintain the' valve in position to cause the pressure to normally hold the shut-oil means inoperative, and when released to cause the pressure to operate the shut-off means.

11. In a device of the class specified, the combination with a loco1notivc,0f means for shutting off the power thereof, a fluid-pressure cylinder, a piston in said cylinder (7011' nected to operate the shut-oil means, means to admit pressure at one end of the cylinder to move the piston to open the x hut-off means, means to admit pressure at the opposite end of the cylinder to move the piston to close the sl'uit-oll' means. a gravity-coir trolled balance valve to operate the pres sure-means, an electro-magnet. and an armature connected to the valve and adapted to be attracted by the magnet against the influence of gravity.

'12. In a device of the class specified, the

combination with a locomotive, of means for shutting off the power thereof, a fluid pressure cylinder: a valve-chamhcr connect ed therewith, a valve slidable therein, means to admit pressure at two points in the valvechamircr to maintain the valve normally balancwl nhilc admitting pro. to the lowcr end of the ylinder, :1 piston in the cylinder adapted to be moved by said pressure to open the chat-oh means, a noriixally energized ele troquagnct, and an armature ('L)K)I1C('t l Elli the valve to hold the latter against gra ity when the magnet is coergzizcd and to release the rain: in adnnt pres sure to the cylinder t l c the slnitoll' IYMZHW when the magnet is dccmjrgizcd.

13. in a device oi the class specified. the combination with a locomotive, of means for shutting otl' the power thereof, a fluidplthelllffi ylii'idcr, a piston Eli said cylinder connected to operate the shutoll' means. a valve-chamber having ports opening there from into each end of the vlindcrfa valve slidable in the chamber, ii'icans to admit pressure at two points in the valve--cl:an1her to maintain the valve llullllll f 'i with one. port open to hold, the piston in position with the ehnvoll means open, an ele twrniagnet, and an armature mntrolhd from the magnet to actuate the valve to admit pressure to the cylinder to move the pniton to clme the shutofi' means.

14. In a device of the class specified. the combination with a locomotive having manually-operated poweacontrolling means, of auxiliary meam: for shutting oil the power independently of said manuall 'E'Nillltfil means, an electro magnet for operating said anxiiiary shift-nil rim-ms, a source of electrical a ll'uilmilly t'lufifiti main circuit including-Y said magnet and the source ol'cncrgy, a switch for connecting said circuit with a. ground in the locomotive, a branch cir uit also connecting: said main circuit with ground in the locomotive, a second switch for lllllfil'llllflilllg the main circuit when the Hicomotive is rnnning at a predetcrmined speed, a switch for normally closing the branch circuit, contactm'ieans for opening the switch in the branch circuit when the.loco:m)tive pa-ees iz'ito a block, means tor coxnplctii'lg the branch circuit outside the locomotive inchaling! the service rail and a contact l. and nit-ans for inter rupting: said. out i V circuit under danger c nditions to cause the n gnet to operate the shut-elf means. i

ln tcstimony whereof nth my signature 111 presence of two with i 3 MA .ll (flit) FT. 

